Carburetor



Oct. 4", 1927.

s. J. BRINDLEY CARBURETOR Filed Jan} 26. 1925 'Z Sheets-Sheet -1 INVENTOR 5.J B;z/-0L 7 ATTORNEYS Oct. 4,1927. 1,644,233

S.J.BRINDLEY CARBURETOR Filed Jan. 26. 1925 2 Sheets-Sheet 2 INVENTOR.

A X6 SJBRINDLE ATTORNEYS Patented Oct. 4, 1927.

UNITED STATES SCOTT J. BRINDLEY, OF CHICAGO, ILLINOIS.

V CARBURETOR.

Application filed January My invention relates to improvements in carburetors, and it consists in the combinations, constructions and arrangements herein described and claimed.

An object of my invention is to provide a carburetor which is of the highest efliciency, and whose use will therefore result in a minimum consumption of fuel.

I accomplish this object largely by the provision of a novel form of fuel heating means, in which the fuel is heated within the carburetor itself, and is then mixed with air and passed on to the intake manifold.

A further object of my invention is to provide a carburetor of the type described,

having auxiliary carbureting means so that,

in addition to the heating of the fuel, part of the same may be mixed with air in an unheated condition.

A further object of my invention is to provide a novel arrangement whereby the heat from the exhaust gases is made to pass around certain portions of the carburetor in which the fuel flows, so as to heat the latter.

Other objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the appended claims.

My invention is illustrated in the accompanying drawings, forming part of this application, in which Figure 1 is a side View of the carburetor constructed according to my invention, showing its connection with the intake and exhaust manifold of an internal combustion engine,

Figure 2 is an end view partly in section showing the float chamber and the auxiliary carbureting arrangement,

Figure 3 is a vertical sectional view through a portion of the device, and

Figure 4 is an enlarged detail view of the heating means.

In carrying out my invention, I provide a casing 1 having a direct connection at 2 with the intake manifold 3. This casing is connected at its lower end 4 with a pipe 5 which leads to a sleeve 6 surrounding the exhaust pipe 7 of the internal combustion engine 8. Opposite the connection 2 is a portion 9 which is connected by means of a pipe 10 with a portion 11. A valve or damper 12 is disposed on the pipe 10 for a purpose hereinafter described.

A fuel. pipe 13 leads to a fuel inlet 14 (see Figure 2). This is controlled by a valve 15 26, 1925. Serial No. 4,797.

which is operated by a float 16 in the float chamber 17. 'An air inlet pipe 18 (see Figure 2) passes downwardly into the float chamber-and is perforated at19 so as to permit the entrance of air through the pipe into the float chamber direct. .In order to prevent the splashing out of the fuel, due to the motion of the automobile upon which this carburetor is designed to be used, I bend the pipe in the form of a loop 19,which serves as a trap for the fuel, while permitting the entrance of air. i

It will be noted that there is a passage 20 leading downwardly from the bottom of the float chamber and communicating with a laterally extending bore 21 leading to a vertically extending bore 22. Disposed in the bore 22 is a plug 23. This plug,as will be observed, has a'reduced portion 24 which is smaller than the bore 22, so as to permit an annular passage for the fuel. The plug is held in position by means of a threaded portion 25, and is provided with agasket 26 to prevent leakage. The interior of the plug is provided with a bore 27 ,which communicates With a hollow threaded sleeve 28. The latter is screwed into the upper end of the plug and has laterally extending openings 29. The upper end of the plug is provided with passages 30, whose'purpose will be explained later. The hollow threaded sleeve 28 forms, in fact, a continuation of a head 31 which has a flange 32. This head is on a handle 33 extending upwardly. Surrounding the handle is a threaded sleeve 34, which is secured to a spider 35 connected with a slidable tube 36. The threaded sleeve 34 passes through the bottom portion of a yoke 37. It is provided with a head 38, which may be turned to cause the raising or lowering of the tube 36, and a lock nut 39 to se cure it in its adjusted position. The handle 33 is provided with a lock nut 40.

From the foregoing description of the various parts of the device, the operation thereof may be readily understood. By experiment, the hollow sleeve 28 is set at the.

right position, and also the tube 36. With the float chamber filled to its normal height with fuel, the intake stroke of the engine will cause suction. It will be noted that I have provided a valve 41 (see Figure 3'), by means of which the amount of air is regulated. The fuel will pass down through the bore 20, the lateral passage 21 (see Figure 2), and into the bore 22 exteriorly of the plug 23. At the same time heated air will be drawn in through the sleeve 6 around the exhaust pipe (see Figure 1), thence through the pipe 5, thence through the space 42 surrounding the member in which the plug 23 is located, through the pipe 10, past the valve 41, thence downwardly around the lower edge of the tube 36, where it will mingle with the fuel passing upwardly. At the same time air will enter the bottom of the bore 27, pass through the hollow sleeve 28 and through its openings, and will mingle with the stream of fuel in the annular space around the reduced portion of the plug. This movement will result .in the breakin up of the fuel and the thorough mixture of the air therewith. It

will be augmented by the passage of air through-the inclined passages 30 into the fuel. The mixture w1ll then pass the throttle valve it into the intake manifold.

\Vhile this is going on, air will also enter through the pipe 18 into the float chamber,

and will pass through the liquid. The heat supplied by the heated air will so heat the float chamber that the gasoline therein will be almost at the boiling point. The air from the pipe 18 will pass up through the liquid, and the vapors of the gasoline will unite with the air to .form a perfect gaseous mixture, i. e., it will be free from liquid gasoline. This mixture will pass through the opening into the space surrounding the tube 36, thus mixing with the air coming in through the pipe 10. The result is that the mixture passing into the intake manifold is in a state in which the greatest efficiency results because of the fact that the fuel has no liquid gasoline, but is ina perfectly vaporized state.

The purpose of the valve 12 is to provide for the entrance of cold air, or to check the passage of hot air, as desired, and this again affords another means of fine adjustment of the carburetor. V

It will be noted that the space within the tube 36, as well as that surrounding the lower part thereof, forms a mixingchamber, in which'the fuel is mixed with air, the latter being admitted from three separate sources. Both the air itself passing through the bore 27 and the fuel isheated in the carburetor itself, and this insures a perfect mixture, so that in the use of the device a great economy is effected in the combustion P of the fuel.

I claim:

In a carburetor, a casting having a central threaded bore therein, a plug havingthreads arranged to engage the threads ofthe bore, a portion of the plug being spaced from the walls of the bore to provide a fuel passage, a fuel chamber, communication between said fuel chamber and said fuel passage, said plug having a central air passages, a mixing chamber disposed at the end of said plug, an inlet and an outlet from said mixing chamber, a sleeve disposed in said mixing chamber and movable toward and away from said plug for controlling the amount of air entering the mixing chamber, and a hot air passage surrounding saidv central portion forheating said fuel passage, said hot air passage communicating with salu first named air passage.

SCOTT J. BRINDLEY. 

